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they are in that process, how they have come along. we'll hear from the head of amtrak, mr. boardman, we'll hear from the inspector general, and we'll also hear from a representative of workers and labor and see how they assess that progress. the plan, the strategic plan that's now under way hopefully we'll hear to be fully implemented by next year, we'll get exact update, again, from mr. boardman and others. the plan that was devised takes amtrak and organizes it into six business lines, a vice president or manager of business, and we'll see how that has come to pass and how that organization is -- reorganization is proceeding. and the purpose of that is to establish performance goals that are outlined in the strategic plan so that profits and losses can be addressed, and also accounted for. past amtrak managers have not, unfortunately, been held accountable for what's happened in their departments, and that's not my evaluation, it's the evaluation of several of these studies. also in the past, there have been amtrak attempted reorganizations without clear goals, unfortunately. i hope to better unde
. [laughter] >> okay. i was going to make sure you had a copy, if you didn't. mr. boardman, our amtrak ceo, you're recognized. welcome back. >> thank you, mr. mica, and thank you for your service. one of the other things i'd like to thank you about is that you've put a focus on this corridor, and i appreciate that. we put a vision out in september 2010, and by january you began to have a hearing. by february of that year, and i'd just like to summarize quickly because i know you want to move through here quickly, we proposed the gateway project to support that vision in high-speed rail. in march we named the u.s. d.o.t. named us as a federal corridor. by may we were awarded $450 million to improve the speed in new jersey on what we call a raceway. by june we were in a situation where we had a peer review by our european and asian high-speed rail operators validating our proposal of next generation high-speed rail. in august we began a business and financial plan with kpmg to understand how we can work the private sector in, how the public/private partnerships might work many that process.
will follow through on that. >> well, mr. boardman, you started out with i think less than a hundred million and some of the money that came into the northeast corridor came in sort of i guess at the same time we designated the corridor high speed, which i commend you on doing. but secondly, with the return of money from at least florida, wisconsin and ohio. and mr. boardman, you're using that in some -- i don't mean this to be critical but it's sort of a band aid approach because you don't have the money but you're trying to pick project that is would make a major impact in improvements in the speed of that corridor. where are you on gate way as far as funding, planning, expect cushion, where do you see it now and how much to get that done? and gate way maybe you could describe that for the record? >> gate way goes past new wark past pen station in new york. it proves two tunnels, some new tracks that go from basically lot enburg center to the new two tunnels and it includes space within pen station for new jersey transit trains that don't have the same ability as long island railroad does
corridor? >> for the air rail split? >> yes. >> that i do not know. you know, i would defer to mr. boardman on this. the introduction of the service itself in 2000, i think the air rail split with something like 3070, or 4060, and then it flips. it's now 75-25. you know, the overwhelming number of people going between washington, d.c. and new york prefer to take the train. it's not because that is always cheaper. because the service is not. it's because of the time savings and convenience. >> mr. boardman, for the northeast corridor, 80% of the population lives within 25 miles of the northeast corridor making the rail very, very accessible. how would you compare that with california? >> depends on the part of california. one of the things i can answer is, congressman, is that the air rail service between san diego and l.a. is entirely real because it just doesn't work the way that that has, as close as the arts which have and the way that it operates. but when you get to something like l.a. to san francisco you really only have the coast starlight. so there's a sufficient amount of data tha
Search Results 0 to 3 of about 4